Railway crossing



Nov. 26, 1935. w. H. WHALEN RAILWAY- CROSSING Filed July 5o, 1952 4 Shets-Sheet 1 NOV, 26, 1935. W H. WHALEN 2,021,905

RAILWAY CROSSING Filed July 5o, 1952 y4 sheets-sheet 2 ZNz/E'N'Zr- 7V'. H. WJLIAL EN Nov. 26, 1935. WH, WHAL'E 2,021,905

RAILWAY GROS S ING Filed July 30, 1932 4 Sheets-Sheet 3 l /2 @Q 5. /3 n 1: A

Nov. 26, 1935. w. H. WHALEN RAILWAY CROSSING Filed July 30, 1952 4 Sheets-Sheet 4 Patented Nov. 26, 1935 Y UNITED STATES RAILWAY CROSSING William H. Whalen, BeverlyHills; Calif., assignor to. Silent Railway Crossing Company, Los Angeles, Calif., a corporation of California Application July so, 1932, seal No. 626,722

22 claims.

My invention pertainsto a type of railroad crossing designated as a continuous rail crossing.

An object of my invention is in a railway crossing to eliminate the o-pen flange grooves which it is now necessary to provide so that the anges on trains running across the crossingl in different directions will have a free passage. This construction causes a jolt or jar when a wheel tread 1 passes the open liange groove.

An object, therefore, of my invention is the construction of a cross-over having rotatable ybuttons or circular disks, each having a flangeway groove and being provided with a bearing surface for the rolling of the tread of a wheel. These buttons are located at the intersection of the lcrossing rails and the buttons or disks may be rotated to bring the flange groove and tread section of the button in alignment with the particular track on which the train may be operated.

It is manifest that if a simple cross-over is used, that is, with two tracks, each having a pair of rails, that four buttons or rotating disks are required. Another object and feature, therefore, of my invention, is the construction of an interlinking operating mechanism between all of the disks or buttons whereby these may be rotated simultaneously. If the tracks of the crossing should be at right angles, the buttons must rotate ninety degrees, and if the crossing is at a different angle, the buttons will, necessarily, have to rotate the proper amount to properly align with the rails of the diiferent tracks. The interlinking mechanism is preferably done by employing a master moving device, such as a bell crank, which may be operated by a power mechanism, and this bell crank operates links. The links are connected to cranks on` verticalshafts depending from thebuttons or disks. Therefore, on rotation of the bell crank and the connecting links, all of the buttons arev rotated simultaneously through the same angle.

Another object and feature of my invention is in a locking mechanism for the master bell crank. This, preferably, employs a cam plate with locking notches therein, these notches being positioned' so that a pin or the like on the bell crank is brought into the notches at each end of the stroke, these notches, therefore, locking the bell crank and, hence, the links and the buttons in theirv extreme positions of movement, that is, with the buttons aligned for the two different sets of rails at the cross-over.

Another object and feature of my invention is the manner of constructing the operating mechanism for rotating the'buttons by means of power units and the connecting bell cranks and links below the center of the intersecting tracks. With this arrangement I employ a heavy sub-structure which is located on the track ballast. On this substructure I mount vthe rails o-f the cross-over with the buttons in suitable castings forming small turn tables. A central removable panel is located between the intersecting tracks. 'I'his allows access to the power units, which may be groove may align with tracks having a iiange ,K

groove as in city street car lines or with the edge of the rail to accommodate the flange on a ball type of rail head. The buttons are provided with a water tight packing to reduce the amount of water which may seep downwardly into the button and the bearing element. This packing is in a groove and provided with a drain outlet. In order to prevent freezing up of the buttons due to frozen water, I provide electrical heating units for each button, these being controlled by a thermostat so that the buttons and their mountings may be heated in cold weather.

Another detailed feature of my invention relates to the construction of the buttons, eachV with a single vertical shaft, the shaft tting in sockets or perforations in either crank arms or similar constructions, the attachment being such that any individual button with its shaft may belifted without disturbing the crank. This allows ready lifting and replacement of any button should the mechanism get out of order. In order that a temporary button with intersecting flange grooves may be utilized in case of derangement of any single button, the rotating button may be removed and the button with the intersecting flange grooves Yinserted and this is located in a proper position, preferably by means of a fixed bolt or pin engaging in a vertical groove in the temporary button. 'Ihis bolt or screw has its end fitted in an arcuate groove in the face of a rotatable button.

My invention is illustratedin the accompanying drawings, in which:

Fig. 1 is a plan of a railway crossing partly broken away, showing this arranged for through traflic in one direction.

Fig. 2 is a vertical longitudinal section on the line 2 2 of Fig. 1 in the direction of the arrows.

Fig. 3 is a Vertical longitudinal section on the line 3 3 of Fig. 1 in the direction of the arrows.

Fig. 4 is a vertical transverse section on the line 4-4 of Fig. 1 in the direction of the arrows.

Fig. 5 is a plan similar to Fig. 1 with the crossing arranged for traflic in the opposite direction of Fig. 1.

Fig. 6 is an enlarged vertical section through one of the rotatable buttons or disks.

Fig. 7 is a detailed horizontal section on the line 1--1 of Fig. 6 in the direction of the arrows, illustrating an electrical heating unit.

Fig. 8 is a detail of the locking cam plate and associated parts. f

Fig. 9 is a perspective view of one of the rotating buttons.

Fig. 10 is a wiring diagram of the heating connections. l

Fig. 11 is a perspective View of a dummy button for replacement of a moving button.

The crossing illustrated is suitable particularly for city street railway intersections and shows a single track I I of standard gauge having rails I2 and I3. This is intersected by a track I4 of standard gauge having rails I5 and I6. In addition, there is a narrow gauge track I1 employing the rail I5 and a rail I8. This forms a type of intersection found in some types of railroad crossings. Such may be considered as an intersection of two standard gauge tracks and a narrow gauge employing one of the rails of one of the standard gauge tracks. While this necessitates a considerably more complicated crossing equipment than the intersection of two either standard narrow gauge or a standard and a narrow gauge line, nevertheless, it illustrates how my invention may be utilized in more or less complicated situations.

The rails I2, I3, I5, I6, and I8 may be of standard types and they connect into a substantial crossing casting I9. This casting has rails 20 and 2I to carry the single track line -I I, these being in line with the rails I2 and I3, respectively. The casting also has rails 22 and 23 to carry the standard gauge track I4 having the rails I5 and I6, respectively, in alignment with the rails 22 and 23 of the casting. There is also an inner rail 24 in alignment with the rail I8 which, with the rail 22, carries the narrow gauge line.

Each of the rails of the crossing casting is indicated as having a tread 25, a flange groove 26, a vertical web 21, and a flanged base 28. In order to give room underneath the casting and to give this additional support, I employ a sub-structure 29. This has a substantial I-beam frame made up of a series of individual beams having top flanges 3l on which the anges 28 rest, an I- web 32, and a base flange 33. The sub structure 29 having the I-beam frame rests on a base plate 34, this being secured to the I-beams. The base plate preferably rests on a deep ballast foundation formed, preferably, of tamped rock.

At the intersection of each of the rails there is a heavy block structure for the intersection of the single rails. Where the two rails I6 and I8 are close together, enlarged blocks 36 are utilized. In the blocks 35 there is formed a cylindrical recess or socket 31 and in the blocks 36 there are two of these recesses or sockets 38 and 39. Each of these sockets has a flat horizontal surface 40. A cylindrical opening 4I extends downwardly from the socket. The substructure is formed with depending hub journal sections 42 having cylindrical openings, these being in alignment with each of the sockets. The I- beams of the substructure have circularly curved sections 43 surrounding the hub journals 42 and at each socket. In order to accommodate the sockets 38 and 39, this curved portion of the I- beam structure is made larger, as indicated at 44. In the I-beam structure at the curved portion 43 there is an internal opening 45 for internal operating mechanism and at the portion 44 there is an internal opening 46 for similar operating mechanism.

In each of the sockets 31, 38, and 39, there is a rotatable button or disk 41. Each of these has a vertical cylindrical shaft 48 which is journaled in the cylindrical journal section 4I of the heavy blocks 35 and 36 and extends downwardly through the hub journals 42. The buttons have a cylindrical section 49 having a working clearance in the cylindrical sockets 31, 38, and 39, all

of which are preferably made of the same size. Each button has a flat base 5I! to bear on the surface or shoulder 4D of the casting blocks 35 and 36. Each of these buttons has a single flange groove 5I and a tread 52 on both sides of the flange groove for the wheel tires. Each of these buttons is provided with an annular groove 53 in which there is tted a water-tight packing 54. In addition, to provide a drain for any water which may accumulate above the packing, the drain duct 55 is formed in the blocks carrying the buttons, and a drain pipe 56 leads from these ducts, preferably to the ballast below the subfoundation.

The lower end of each shaft 48 preferably has a squared section 51, each of which ts loosely into a socket 58 in a bottom iiange 59 of the I- beam substructure. Each of these I-beam substructures has a supporting abutment 6I). Between this abutment and the lower end 6I of the hub 42 there is an open space 62. In this open space there is fitted a crank arm 63. Each crank arm has a hub 64 with a squared opening 65, the squared opening being design-ed for a loose fitting engagement with the square end 51 of the shaft 48 of each button. Each of these shafts has a similar crank arm. In the construction illustrated a rst cross link 66 connects diametrically opposite crank arms of the buttons of the common rail ofthe standard and narrow gauge tracks and the single rail of the narrow gauge track, and a second cross link 61 connects the other two crank arms of the other two buttons of the same tracks. It will thus be seen that there are two diagonally connected links, these crossing over one another. The links are provided with a threaded adjustment 68 having nuts and lock nuts so that they may be accurately fitted. It will be noted that where the links cross over one another that one must be bowed upwardly or both may be bent up or down slightly.

The operating mechanism to actuate the link 61 employs an operating electro-magnetic device 69. This may be in the form of a solenoid and I use a construction of standard manufacture which has a rotating shaft 16, to which is connected an arm 1I. This arm is pivotally connected to a link 12, which link has a pin 13 at its remote end. 'Ihis link operates a crank arm 14 which is attached to a rock shaft 15,' the arm having a slot 16. This rock shaft is journaled at the bottom in a socket 11 in the substructure and at the top in a cam plate 18. Connected to this rock shaft there is a second arm 19 which operates a short link 88,' which link is pivotally connected at 8| to a bracket connectedtoy the link 86. 'A second crank arm 82 is also `connected to the rock shaft 15'fand connects to .asecond link 83, which is pivotally connected at 84'2to the other cross link 61.

A locking arrangement utilizes the camplate 18 which 'has :ajcam yslot 85Ltherein. This slot has a straight section 86 andY two-endlocking sections 81 and 88. When the. solenoid is ener'- gized in one direction, it swings the arm 1I, for instance, into the position shcwnin Fig. 1, in which the pin 13 lits in the locking end y88 of the cam groove 85; VThis holds and locks the buttons in such a position that Vthe flange groove 5I is in alignment with the tracks I5, 22, and I8 and 24 of the narrow gauge track,v thus giving a continuous crossing without any open flange section. Therefore, 'trains may run over this crossing on the narrow gauge track without any bump or jolt at the open flange guide groove.

This, therefore, gives a continuous rail crossing and a silent action of the trains at such crossing. When the solenoid. or power element 69 is energized .in the opposite direction, the pin 13 is forced to the opposite end of the cam groove and enters and locks in the section 81. This action causes a movement of the links 66 and 61 and rotates the buttons to bring the flanged guide groove in alignment with the track I I having the rails I2 and 28, and I3 and 2|. This gives a continuous crossing, therefore, for the standard gauge track crosswise to the narrow gauge track. This action of rotating the buttons in the tracks I8 and 24 is by means of operating arms 89 and 9&3 which are connected respectively to the links 63 and 31, and these rotate this pair of buttons on the movement of the links 66 and B1.

In order to simultaneously move the buttons in the tracks It and 23, the arms 89 and 98 each have a common hub 9|. There is one operating arm 32 connected to one and 93 connected to the other hub. The arm 92 is illustrated as having a link 93 connected thereto :and the arm 93 a link 95. The link 94 connects to an operative arm 93 and the link 95 to another operative arm 91. Each of these arms has a hub 98 and a squared socket engaging the squared end of the outer set of buttons which. are in alignment with the rails It and 23, and I2 and I3. Therefore, the actuating mechanism rotates all of the six buttons simultaneously for forming a continuous and silent crossing for the standard gauge track II in one direction, the standard gauge track I at an angle thereto, anda narrow gauge track I1 which employs the common rails' I6 and 22, and the rails I8 and 24. If only two standard tracks or a standard and a narrow gauge track have a crossing with no common rail, the construction is simplied, in which there would be only four buttons and the long links |53 and 61 would connect to these four"v buttons through the intermediary of the short cranks of Ythey operating shaft of the buttons.

In orderto obtain even stresses and as straight a thrust and pull'as possible in the various operating levers, arms, and links, the arm 1I is illustrated as being curved slightly downwardly from the top of the rotating shaft 19. This is connected between ears on the link 12, which link has a split end 99 which fits on the upper andv lower sides of the main crank arm 14. The pin 13, which forms the pivotal connection between this link 12 and the arm 14, as above mentioned,

extends upwardly through the slot 16 and has a roller lll'operating in the cam slot. vAs above ymentioned, the main crank arm 14 operateson `the rockshaft 15'but it is not necessaryv that the shaft actually rock as I nd it preferable to form Vthe crank arm 14 with an elongated hub IUI -`f5 (note Fig. 3), this hub extending from the socket 11 to the cam plate 18. Therefore, the secondary cranks 19 and 82 may be connected directly to `the hub I01I. This gives a substantial structure. Of course, if desired, the pin 15 and the hub -IDI may be formedintegral, butby making the pins separate it is, possibly, easier for assembling. In order that a distance signal may be lgiven to show the position of the crossing, that is,`the direction in which the 'buttons are turned` for through tramo, I provide a signal controlY box |02. This may be of a standard construction and has van operating `arm |93 pivotally mounted in the box and connected by a link |94 to a downward extension of the pivot pin |85, which -connects the arm 1I and the link 12. Therefore, in the operation of the power unit69, which is pref erably a standard type of solenoid mechanism, to turn the buttons, Vthe signal control arm |03 operates and the signal control mechanism in the box |02 is actuated. Distance signals may thereby be given along the track to indicate to approaching cars or trains vthe positions of the cross-over buttons. This forms no immediate 1 part of my invention and is not illustrated herein. 30

A heavy cover plate |96 is provided to vhouse and form a cover forthe power unit 69 and the various links and levers operated thereby. The inside rails of the casting Aforming the crossing are provided with horizontal shoulders |81, on which there is a packing gasket |08. `There is 'a slight clearance space |09 left between the inner rim I||l of these rails andthe edge of the cover, which may be filled with an expansible packing, such as hemp or the like, and thus main- 40 tain a water-tight cover. The cover is secured in position by bolts or the like.

A small removable cover III is tted between the rails 23 and 24 of the crossing casting. This has a water-tight joint and is for the purpose of enclosing the whole of the interior of the casting with a water-tight cover.

I have made provision for removing any one of the rotatable buttons or disks should such a button stick and refuse to rotate for any reason or should it be desired to make alterations or repairs. Each of the rotatable buttons is provided with a notch |I2 on the sides. The axis of said notches is on a diameter to the flange groove. Therefore, for removal of the button such buttom may be turned to align the notches |I2 with the flange grooves in the rail sections of the crossing casting and the approaching rails. Then'hooks or the like may be fitted in these notches, the hooks being accommodated in the adjacent flange groove, and the button may be lifted from its seat. The button is not attached to the hub of the cranks which are used to turn the button, and, therefore, there is nothing to obstruct the lifting of the button.

The replacement or dummy button illustrated in Fig. yl0 is designated by the numeral ||3. This does not need a shaft or stem. It has two; intersecting flange grooves I|4 and |I5 and in order to properly center the dummy or nonrotatable button, this button is provided with a rotation lstop slot |I8 extending upwardly ffrom its lower surface. This groove is engaged by a threaded pin or Vbolt II1 which extends inwardly through the block section of the cross- I5` ing casting adjacent the socket of each button. This is properly positioned so that the buttons with the intersecting flange groove will properly align with the flange grooves of the approaching rails. In order that these dummy plugs may be inserted and removed, they are provided with threaded sockets 8 in which screw eyes may be threaded for use in lifting the buttons. In order that the bolts need not be removed from the crossing casting, the live or rotatable buttons are provided with a 'segmental groove ||9 extending partly around their periphery, in which the inner end of the bolt ts. A vertical slot |20 extends upwardly in the face of each of the live buttons to allow dropping of these buttons in place, the end of the bolt tting in the vertical groove |20 and then entering the peripheral groove IIS.

In order to prevent freezing of the buttons in cold weather should any water seep downwardly between the buttons and the socket in which they rotate, I'provide an annular groove |2| in the casting adjacent the lower corner of each of the sockets carrying the buttons. In this groove there are located electric-al heating units |22. The lead wires |23 extend outwardly through openings in the casting. The heating circuit is illustrated in diagram in Fig. 10, in which lines |24 indicate the power supply connections, |23

are the connections to each heating unit, |22 are the heating units themselves at each button, and the control of the current is by means of a thermostat |25. This may be of a standard construction and is adjusted to close the circuit when the temperature reaches freezing point and to increase the amount of current as the temperature falls. This thermostat is preferably housed underneath the cover |06 but may be located in any suitable place in order to be responsive to the external temperatures.

In the specification I have not described the mechanical construction of the actuating power device 69 which is in the type of an electric motor, as this is a standard equipment unit which may be purchased and installed. Also, I have not described how this power unit is energized and de-energized for rotating the buttons or small turn tables. This control may be of any suitable type now known for operating switches and signals in railroad construction. The power control might be manually operated as by a tower man on the railroad, but I contemplate making the control automatic either through the medium of the approaching trains or cars or by a power control by the engineer or motorman of the trains or cars. I have not described the mechanical construction or manner of operation of the signal control box |02. This is, in reality, a switch box for giving signals of a standard character which may be purchased and installed. This is intendedto give a distant signal along the railway tracks to indicate the position of the buttons in the intersections. For this purpose substantially standard railway signalling equipment may be utilized.

Various changes may be made in the details of construction without departing from the spirit or scope of the invention as dened by the appended claims` I claim:

1. In a railway construction, a railway crossing having at least four intersecting rails and track rails in alignment therewith forming intersections. a rotatable button at each intersection, each button having a bearing surface continuous with the bearing surface of the rails for passing the treads of wheels, and having means for passing the flanges of the wheels, a power device, a main bell crank having a pin, a connection from the power device to such pin, a cam to guide the pin, such cam having a locking device at opposite ends of movement of one of the arms of the bell crank, and a connection from the other arms of the bell crank to each of the buttons to rotate all of the buttons simultaneously in the same direction through the same angular turn.

2. In a railway construction as claimed in claim 1 the cam having a plate with a slot therein, with the pin on the bell crank fitting in the slot, said slot having two locking end sections to lock the bell crank at opposite ends of its movement.

3. In a railway construction, a railway crossing 4having at least four rails and connected to rails of a track to form intersections of the rails, a rotatable button at each intersection, each button having a bearing surface to form with the bearing surfaces of the rails a continuous support for the treads of wheels, a power device, a main bell crank having a pin, the pin being operatively connected to the power device, a cam plate having a straight slot with two locking ends, the pin fitting in and being guided in said slot, and a mechanism connected to the bell crank and to each of the buttons to rotate all of the buttons simultaneously in the same direction through the same angular turn, the locking ends of the cam slot locking the bell crank at each end of its stroke.

4. In a railway construction as claimed in claim 3, the mechanism connecting the bell crank and the buttons comprising a crank on each button, a link connecting the cranks of diametrically opposite buttons, and an operating connection from the bell crank to each 4of said links.

5. In a railway construction, a railway crossing having at least four rails and connected to rails of at least a pair of tracks to form intersections of the rails, a rotatable button at each intersection, each button having a bearing surface to form with the bearing surfaces of the rails a continuous support for the treads of wheels, a power device, a crank mounted on a rock shaft, a reciprocating link connected to the power device and to the crank, the connection of the crank and the link having a pin operating in a slot, a cam plate having a cam slot, one part of which is straight and the two ends being opposite forming locking ends, said pin operating in the cam slot, and a connection from the rock shaft to each of the buttons to rotate said buttons to align the bearing surface of the buttons with that oi either set of rails to provide a crossing for trains.

6. In a railway construction, a railway crossing having at least two intersecting rails, and a rail of at least two tracks in alignment therewith to form an intersection, a rotatable button mount ed in such intersection, said button having a bear- 'ing surface to form with the bearing surfaces of the rails a continuous support for car wheels operating along either of the sets of rails, a rock shaft having a crank arm connected thereto, said crank arm having a slot, a reciprocating link having a pin operating in said slot, a cam plate having a cam slot, the pin extending through the cam slot, said cam slot having a straight portion and two opposite end locking portions, the locking portions being substantially radial with the rock shaft as a center, and the straight portion being at right angles to said crank arm when the arm is' intermediate the end locking portions,

a` power unit to reciprocate said link, and an operating connection between the rock shaft and the button to rotate the button to align its bearing surface With the different intersecting rails.

'7. In a railway crossing construction, a locking mechanism having a crank arm pivotally mounted on a rock shaft, said crank arm having a 1ongitudinal slot, a reciprocating link having a pin operating in said slot, a cam plate having a cam slot with said pin extending therein, said slot having a straight portion and two end locking portions, the end locking portions being radial with the rock shaft as a center, and the straight portion being positioned at lesser radius than that of the locking portions, said link reciprocating substantially in alignment with the-straight section of the cam slot.

8. In a railwa57 construction, a railway crossing having intersecting rails and track rails, a rotatable button at the intersection, said button having a bearing surface continuous with the bearing surface of the rails for passing the treads of wheels and having means for passing the flanges of wheels, a power device, a main crank having a pin, a connection from the power device to said pin, a cam to guide the pin, said cam having locking devices at opposite ends of movement of the crank, and a connection from said crank to rotate said button.

9. In a railway construction as claimed in claim 8, said power device and pin having a link connection, the cam having means to guide the pin in a rectilinear motion, and means to shift the pin to engage said locking devices.

1i). In a railway construction, a railway crossing having intersecting rails and track rails in alignment forming the intersection, a rotatable button at the intersection, said button having a bearing surface continuous with the bearing surface of the rails for passing the treads of wheels, a main crank having a slot, a pin fitted in said slot, a cam plate having a second slot forming a cam, the pin being guided in the two slots, the slot and the plate having offset locking sections, a power means connected to the pin, said pin being guided in the' slot of the plate and the slot of the crank to engage opposite ends of a stroke in the offset portions of the slot of the plate, and an operating meansl connected to the crank torotate said button.

11. In a railway construction, a railway crossing having intersecting rails and track rails in alignment forming an intersection, a rotatable button at the intersection, said button having a bearing surface continuous with the bearing surface of the rails for passing the treads of wheels, a link, a connection from the link to a power device, a main crank having a slot, a plate having a second straight slot with offset ends forming a cam, the pin being connected to the link and tted in the slot of the crank and the slot of the plate whereby the crank becomes locked at opposite ends of its stroke, and means connected to the main crank to rotate the button.

12. In a railway construction, a pair of intersecting rails having a socket at the intersection, a button rotatably mounted in the socket having a groove for passages of the flange of a wheel and wearing surfaces for the tread of the wheel, the button having a cylindrical side wall with a segmental groove and a vertical groove, the intersection having a securing pin extending into said grooves whereby the button may be rotated the length of the segmental groove, said socket having a base with the button resting thereon,

I 1'3. Ina railway construction as claimed in 5 claim 12, a substitute button having a flat base, a cylindrical side Wall with a vertical slot, the top of the button having a pair of intersecting groves-to'carry the anges of wheels, the vertical slot engaging said pin in the intersection.

14. In a railway construction as claimed in'. claim 12, the button having a notch on opposite sides for removal of the button from the intersection, said notches being positioned to align With a flange groove in a rail.

l5. In a railway'construction, a pair of intersectingrails each having a ange .groove anda solid intersection with a socket therein, a rotatable button having a bearing in the base of the socket and having a flange groove to align with the ange grooves of the rail, a packing Yon the side face of the button engaging the socket, and a drain duct extending from the flange groove of one of the rails through said rail.

16. In a railway construction, a railway crossing having intersecting rails and track rails, a rotatable button at the intersection the said button having a bearing surface continuous with the bearing surface of the rails for passing the treads of wheels and having means for passing the flanges of wheels, a main pivoted crank having a slot, a cam guide having a slot with offset locking ends, a slidable pin engaged in said slots and means operative by pressure on the pin to move the pin out of one locking offset end, the length of the cam slot and into the other locking end, and means connected to the said main crank to rotate the button.

17. In a railway construction as claimed in claim 16, the slot of the crank being radial as o regards its pivot, the offset locking slots being radial to the pivot of the crank, the cam slot forming substantially a cord between the two offset locking ends.

18. In a railway construction, a railway crossing having intersecting rails and track rails, a rotatable button at the intersection, said button having a bearing surface continuous with the bearing surface of the rails for passing the treads of wheels and having means for passing the flanges of wheels, a rigid cam plate, a main crank pivoted to said plate, there being a slot in the crank radial as regards the pivot of the crank, the cam plate having a guide cam slot with oiset locking ends, the locking ends being radial as regards the pivot of the crank, a movable pin extending through said slots, and means to move said pin through the guide part of the slot in the cam plate between the two locking offset ends and means operated by the main crank to rotate the button.

19. In a railway construction, a pair of intersecting rails having a socket at the intersection, and each having a wear surface and means for passing the flange of a wheel, a button rotatably mounted in the socket having a wear surface for the tread of a wheel and means to pass the flange of a wheel, the button having a cylindrical side wall with a segmental groove and a vertical groove, the intersection having a securing pin v i 20. In a railway construction as claimed in claim 19, the cylindrical side having diametrically opposite notches, said notches always being in alignment with a iiange passing part of one of the rails when its rear portion is in alignment with the other rail, said notches being adapted to permit removal of the button.

y21. In a railway construction as claimed in claim 19, the button having notches alignable with the means for passing the flange of a wheel and one of the rails to permit removal of the button, and a substitute button having two intersecting grooves for passing wheel flanges and with wear surfaces for the treads of the wheels,

said substitute button having a cylindrical side with a vertical slot to engage the said pin, the pin being positioned at the intersection to align the wear surfaces of the substitute button with the wear surfaces of the rails.

22. In a railway crossing, a socket at each intersection forming four sockets, a rotatable button mounted in each socket and having a wear surface for aligning with the wear surfaces of the rails for passing the tread of wheels and having means for passing the flanges of wheels, each button having an arm connected thereto, two diagonal links each connected to the arms of diagonally opposite buttons, a main pivoted crank, means to oscillate said main crank, the main crank having secondary arms and secondary links between each of thesecondary arms and the main diagonal `links to simultaneously rotate the buttons on each oscillation of the main crank, a cam associated with the main crank, a pin slidably mounted on said main crank in a radial direction, the cam having a locking means at each end for the pin` and a power means to move the pin lengthwise of the cam between the two locking means and radial as to the crank.

WILLIAM H. WHALEN. 

